Driving mechanism for overhead traveling bridge-cranes



R. W. VALLS.

DRIVING MECHANISM FOR OVERHEAD TRAVELING BRIDGE CRANES.

APPLICATION HLED MAYZG, 1919- 1 328,934. Patented Jan. 27, 1920.

4 SHEETSSHEEY 1.

Try J- R. W. VALL'S.

DRIVING MECHANISM FOR OVERHEAD TRAVELING BRIDGE CRANES.

APPLICATION FILED MAY 26. I9I9. 1,328,934.

Patented Jan. 27, 1920.

4 SHEETS-SHEET 2.

R. W. VALLS.

DRIVING MECHANISM FOR OVERHEAD TRAVELING BRIDGE CRANES.

APPLICATION FILED MAY 26, I919.

1,328,934. Patented Jan. 27, 1920.

4 SHEETS- SHEET 3- g IIIIIIIIIII w I 'IIIIIIIIIIIII' J M I: F I M & & \x I a; h N \J N T h/we'ntoz :LLQWMM QZZ WK I W ba -A-n N I. I

R. W. VALLS.

DRIVING MEQHANlSM FOR OVERHEAD TRAVELING BRIDGE CRANES.

APPLICATION FILED MAY 26. 1919.

1,328,934. Patented Jan. 27, 1920.

4 SHEETSSHEET 4.

RAPHAEL W. VALLS, 0E KENTON,

OHIO, ASSIGNOR TO-THE CHAMPION ENGINEERING COMPANY, OF KENTON, OHIO, A CORPORATION OF OHIO.

DRIVING MECHANISM FOR OVERHEAD TRAVELING BRIDGE-CRANES.

Specification of Letters Patent.

Patented Jan. 27, 1920.

Application-filed May 26, 1919. Serial No. 299,750.

To all whom it may concern:

Be it known that I, a citizen of the United States, residing at Kenton, in the county of Hardin and State of Ohio, have invented certain new and useful Improvements in Driving Mechanism for Overhead Traveling Bridge-Cranes; and'I hereby declarevthat the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form part of this specifica tion.

This invention relates to so-called overhead traveling cranes and has particular reference to cranes which are designed to be operated on curved runways or tracks, and which therefore require tl at one end of the crane shall have a great speed of travel than the other in order that the crane may always be kept in proper radial alinement with the concentric tracks.

To facilitate an understandingof the invention it may be remarked that in general electric or hand power operated traveling cranes of the overhead (or bridge) type operating on straight runways,either within buildings or on outdoor structures,-are now usually provided with a motor mounted on the truck frame (which carries the carriage or trolley) and a pinion attached to this motor drives a spur gear which is keyed on to a cross shaft (usually termed the squaring shaft), and pinions keyed on the ends of the cross shaft mesh with gears which drive the truck wheels. The spur gear is usually placed about midway between the pinions so as to equalize the torque .o effort of the motor on the driving gear which are attached or connected in so e operative way to the driving carrying wheels of the crane truck This system commonly adopted by crane builders for cranes running on straight tracks or runways.

A straight runway involves no problems in the mere driv ngof the crane; but occasionally cranes are desired to operate on curved or circu ar tracks; for example sometimes it is desired to place a crane in a locomotive round house and mount the same on circular or curved tracks so that such crane can pick up or transport portions of a 1oco- RAPHAEL \V. VALLS,

of driving is old, and is motive vfrom any one of the radial tracks upon which the locomotives usually stand and carry it to another such track, to facilitate repairs of the locomotives.

The principal object of my invention therefore is to so construct the crane truck driving mechanism that the crane can be properly traversed on a curved track in a simple and efficient manner; also to secure interchangeability of partsof the driving mechanism; to enable the truck supporting wheels to be of the same diameter; and to provide a drive which will be alsolutely positive and reliable in operation.

The invention therefore broadly includes novel means whereby the drive is so arranged as to produce different speeds of the wheels at the outer and inner track rails.

A further object of the invention is to provide novel driving means which can be used to correct the tendency of all electric traveling cranes of the overhead type to get out of square.

Electric traveling cranes operated on straight tracks usually get out of square with the runway particularly on long spans. This tendency to get out of square is due to various causes, principally to the fact that one of the drive wheels may wear faster or have less traction than the mating one at the opposite end of the truck; the imperfect squaring up in the fitting of the truck to the girders; the traveling at high speed of the crane with the trolley or carriage fully loaded at one end of the crane, thereby producing different inertia of theends of the truck frame; the use of small and flexible cross shafts which tend to produce different angular deflections at the ends thereof; imperfect runway structures, etc. This tendency of cranes of the overhead type to get out of square is more prevalent and more serious in cases of cranes having very long spans, f. i'., spans of over 100 ft.

Therefore asubsidiary object of the invention is to provide means whereby the tendency of crane trucks operated on straight runways or tracks to get out of square can be rectified.

T 0 enable others to readily understand the invention and to adapt and use the same I will explain some practical illustrative em,-

bodiments thereof with reference to the accompanyin drawings, and then set forth in the claims t e essentials of the invention and novel features of construction and novel combinations of parts for all of which protection is desired-f In said drawings:

Figure 1 is a dlagrammatic plan viewof a curved runway and traveling crane truck thereon. j

F ig.2 is amenlarged diagrammatic top plan view of a traveling crane truck and the driving mechanism thereof.

Fig. 3 is a side elevation of Fig. 2.

Fig. 4 is an enlarged detail of part of such driving mechanism.

Fig. 5 is a diagrammatic plan view illustrating a slight modification of the truck drive.

Fig. 6 is a similar view illustrating another modification of the drive adapted for driving cranes on curved runways, or for alining cranes on straight runways.

Figs. 7, 8 and 9 are diagrammatic top plan views illustrating other modifications.

The crane foundation or supporting truckframe may be of'.any suitable construction.

It is usually made of metal. and provided with longitudinaYmem-bers 1 and end members 1 in which latter are suitably journaledthe carrying wheels 2, 2" respectively mounted on shafts 2, 2 which are arranged on radii of the curves of the rails R, R on which the wheels 2, 2* respectively travel. The radius of the curve of the rail R in the example shown is greater than the radius of the curve of rail R.

In the particular example for which I have built such a crane the inner rail R of the circular track had a radius of 137 feet and 1% inches; and the outer track rail R had a radius of 211 feet and 5% inches from a common center; the two concentric tracks being 74 feet and 4% inches apart, which distance represents the span or distance from supporting wheel to supporting wheel of the crane to be spanned by the truck frame.

In order to produce a crane truck that will successfully travel on such curved rails without binding on the runways, and avoiding the possibility of one end of the crane traveling faster than the other with the consequent getting out of alinement, it is necessary that the peripheral speed of the wheels at the outer end of the truck (on rail R) be faster than the peripheral speed of the wheels at the inner end of the truck (on rail g!) in the proportion of their radii. Hereofore crane builders have either made the truck driving wheels on the outer track larger in diameter than those of the inner track; or have increased the number of teeth in the driving pinion attached to the outer end of the squaring shaft over the number of teeth of the driving pinion attached to the inner end of such shaft; or used .a combination of both; which permitted them to very closely approximate the relative peripheral speeds required 'for the outer and inner tracks.

In my present invention in order to drive the crane truck properly on a curved runway, I preferably employ the construction shown in Figs. 14. In this construction the shaft 172 of an electric motor M is coupled to a short shaft 3 on which are keyed two pinions 3 and 3". The smaller pinion 3" meshes with a gear 4* on a squaring shaft 4, journaled in suitable bearings on the truck frame and extending to the right hand or inner end frame 1 adjacent one of the wheels 2; and said shaft 4 is provided with a pinion 4 meshing with a gear 2 on or ri idlv attached to the adjacent wheel 2, or its shaft, as indicated in the drawings.

The pinion 3" meshes with a gear 5 on asquaring shaft 5 journaled in suitable bearings on the crane truck frame and extending to and through theouter end frame 1 adjacent one of the wheels 2'; and the shaft 5 is provided with a pinion 5 meshing with a gear 2 on or rigidly attached to the wheel 2 or its shaft.

The squaring shafts '4. and 5 substantial duplicates and preferably arranged in axial alinement. The pinions 3 3 and the related gears 5, 4 are so proportioned that the driving supporting wheels 2 and 2 will be operated from and by the motor M at such different relative peripheral speeds as will cause the truck frame to travel on the curved track and always main tam its proper radial alinement with the common center of the curved rails R and R. The gears 4. 5" are in this case keyed to two are preferably distinct and different squaring shafts operating at different speeds.

Fig. 8 shows a modification of the construction shown in Figs. 14, in which instead of having the motor located at the center of the truck it is placed adjacent the inner right hand end thereof and the shaft 4 is correspondingly shortened and theshaft 5 correspondingly lengthened. The operation of the parts is similar to that above described with reference to Figs. 1 to 4. I

Fig. 9 shows a construction like that illustrated in Fig. 8. except that in the former the motor is located adjacent the inner end of the truck and shaft 4 shortened and shaft 5 elongated, while in Fig. 9 the motor is located adjacent the outer left hand end of the truck and shaft 5 is shortened and shaft 4 correspondingly elongated. The parts however operate as above described in connection with the construction illustrated in Figs. 1 to 4.

In the construction shown in Fig. 5 shafts" 4* and 5 are employed-in place of shafts 4 and 5; and instead of gearing these shafts 148 and to the supporting wheels 2 and 2 the wheel 2 is directly mounted upon the end of the shaft 4 and the wheel 2 directly mounted upon the end of the shaft 5". The shafts 42 and 5* take the place of the stub shafts 2 and 2 shown in Figs 1-i and the wheels 2 and 2 are keyed directly to the shafts P. and 5*.

The gears 4 and 5 on the inner ends the shafts 4* and 5 mesh with the pinions 3 and 3 which might be mounted directly on the motor shaft as in Figs. 2 and 3, but instead they are shown as mounted on a counter shaft 3 suitably journaled onthetruck frame. This shaft 3 might be the motor shaft or directly connected to the motor shaft, but in the example shown in Fig. 5

shaft 3* carries a gear 3 which meshes with a pinion 3* on or directly connected with the shaft m of the motor M. In this con struction the shafts 5, 4* serve not only as the squaring shafts for moving the truck but also as the axles for the wheels.

The construction shown in Fig. 5 is particularly well adapted for short spans and small cranes; and the squaring shafts serve also as axles for the driving wheels; or conversely the driving wheel axles are extended to serve as squaring shafts.

The construction shown in Fig. 6 is particularly useful in rectifying the aline-ment of a crane if it should get out of square; and is useful for cranes operating either on curved or parallel tracks. The construction shown in Fig. 6 is in'general similar to that shown in Figs. 14, but in this case the shaft 3 is divided between the gears 3 and 3 and a clutch 6, of any suitable construction, is interposed between these gears by which the sections of the shaft 3 may be engaged or disengaged. Also a'clutch 7 of any suitwheels 2 and 2 were mounted directly on the axles 4 and 5, as indicated in Fig. 5, with the clutch 7 disengaged and the clutch 6 engaged the crane would operate upon the curved runway as above described in relation to Fig. 5. I

If the truck is out of square so that the right hand end of the truck is farther ad-' vanced (toward the observer) than the left hand end, both clutches can be disconnected and shaft 5 operated to move the left hand end of the truck in a. direction toward the observer, and when so operated sufficiently to bring the left hand truck endin proper alinement with the right hand truck end the crane is squared for operation. Then clutch 6 may be reengaged and the crane operated on. a curved track as described.

If the left hand end should be. the one that is farther advanced than the right hand end toward the observer, the clutches should be disconnected andthe shaft 5 operated to move the left hand end away from the observer until the two ends are in proper alinement.

The drive as shown in Fig. 6 would be also useful as a drive for cranes operating on a straight track if the gearing were properly proportioned and the clutch 6 normally disengaged, and the clutch 7 normally engaged. When the construction shown in Fig. 6 is applied to a crane operating on a straight track the clutch 7 will be normally engaged and clutch 6 normally disengaged. and the two shafts 4 and 5 become one element as far as operation is concerned; and the truck will be then operated as if the shafts 4 and 5 were one since motor gears 3 and 4 are of no effect, being merely 'idlers when clutch 6 is disengaged. e

Should a crane equipped with this form of drive become out of square to such an extent that the truck wheel flanges are binding on the track, causing the usual difficulties and troubles, the truck can be readily made square with the runway by disengaging clutch 7 and engaging clutch 6 and properly operating shaft 5 as stated. Cranes getting out of square cause numerous troubles, wear and tear, and delays, and the simple method and'means illustrated in Fig. 6 at a slight cost of an additional motor pinion and gear and the addition of two clutches (which can he made very inexpensive since their service is very intermittent) affords a simple and inexpensive corrective means for this trouble.

The clutches 6 and 7 can be either operated independently by independent means; or may be connected'inany well known or convenient manner so that clutch 7 is on when clutch 6 is off, and vice' velsa.

Fig. 7 shows a modification in which the inner and outer wheels 2 and 2 are driven at different speeds by gearing from the motor shaft. In this modification the shafts l and 5 are made very short and the motor shaft m is extended from opposite sides of the motor and gears 3" and 3 are mounted on this shaft m at opposite sides of the motor and adjacent respective gears at and 5 and meshing therewith. The result being the same as in the construction described in Fig. 2. but the gears 3*, 4 are spaced apart from the gears 3", 5; and in this case the motor shaft m practically becomes a squaring shaft. This construction would operate as above described in connection with Figs.

' to the truck wheels at each end of the crane.

In the construction shown the difference in peripheral speed of the wheels 2, 2 is made by the gearing betugeen the motor shaftand' the distinct and separate squaring or wheel shafts. I The'novel constructions do away with a good deal of expense involved in prior constructions and render the design of the crane drives and crane simpler, and less complicated; and sectfre interchangeability of parts, as I can make the opposite members (the inner and outer truck end members) alike. Further the driving pinions 4 5 atthe ends of the squaring shafts can be alike and interchangeable; so also their mating gears 2 2. Also the truck wheels 2, 2" are exactly alike. There are also other advantages,for instance the gear cases (not shown) containing the motor pinions and mating gears can be alike and interchangeable, which-is of-benefit to the crane builder for the reason that only one spare case will have to be carried. This is also true ofthe gears 4", 5', 2 2, and truck wheels.

What I claim is 1. In combination with a traveling crane truck and its carrying wheels; two shafts respectively operatively connected withthe carrying wheels at opposite ends of the true a driving shaft; gearing between the driving shaft and one of the wheel operating shafts; and gearing different in ratio from the 'first gearing between the driven shaft and the other wheel operating shaft; whereby the wheels at opposite ends of the truck may be driven at the desired different peripheral speeds. 7

2. In combination with an overhead traveling crane truck and its supporting wheels; two driven shafts respectively operatively connected with the supporting wheels at opposite ends of the truck; a driving shaft;gearing between one driven shaft and the driving shaft; and gearing different in ratio from the first gearing between the other driven shaft and the driving shaft; whereby different speeds of rotation are positively imparted to the respective driven shafts.

3. Incombination with a crane truck and its supporting driving wheels; two squaring shafts; gearing between the respective and a set'of gears different in ratio from the first set between the driven shaft and the other squaring shaft; whereby different speeds of rotation are imparted to the said shafts.

4. In an overhead traveling crane, the combination of a truck frame,and carrying and driving wheels at opposite ends of the truck frame; with two squaring shafts,

mounted on the truck frame and extending toward opposite ends of the truck; operative connections between the respective squaring shafts and the adjacent driving truck wheels; a driven shaft; a set of gearing betweenthe driven shaft and one of the squaring shafts; and aset of gearing different in ratio from the first set between the driven shaft and the other squaring shaft; whereby the wheels at opposite ends of the frame are operated at different relative peripheral speeds.

1 5. In an overhead traveling crane adapted to be operated on a curved runway; the combination of a truck frame; carrying and driving wheels at opposite ends of the truck frame; two squaring shafts mounted on the truck frame and'extending to opposite ends of the truck; and gearing between the respective squaring shafts and theadjacent driving truck wheels; with a driven shaft; :1 set of gearing between the driven shaft and one of the squaring shafts; and a'set of gearing different in ratio from the first set between the driven shaft and the other squaring shaft; whereby said squaring shafts are operated at different relative speeds.

.6. In an overhead traveling crane adapted to be operated on a curved runway, the combination of a truck frame; carrying and driving wheels at opposite ends of the truck frame; two axially alined squaring shafts mounted on the truck frame and extending toward opposite ends of the truck; and gearing between the respective squaring shafts and the adjacent driving truck wheels; with a motor; a driven shaft actuated by the motor; a set of gears between the motor driven shaft and one of the squaringshafts; and a set of gears different in ratio from the first set between the driven shaft and the other squaring shaft; whereby said squaring shafts are operated at different relative speeds.

7 In combination an overhead traveling crane truck and its carrying wheels; a pair of shafts respectively operatively connected with the carrying wheels at opposite ends of the truck, a driven shaft; and different sets of gearing between the driven shaft and the respective wheel operating shafts; with means for engaging or disengaging one set of gears with the driven shaft, and means for connecting or disconnecting the wheel disengaged and vice versa.

8. In comblnation an overhead traveling crane truck and its supporting wheels; a palr of driving shafts respectively operatively connected with the driving wheels at the opposite ends of the truck; a driven shaft; and different sets of gearing between the driven shaft and the respective driving shafts, whereby difierent speeds of rotation may be imparted to the respective driving shafts; with a clutch vfor engaging or disengaging one set of gears with the driven shaft, and a clutch for connecting the wheel operating shafts, one of the clutches being adapted to be engaged when the other is disengaged and vice versa.

9. lfn combination a crane truck and its supporting driving wheels, a pair of squaring shafts, gearing between said shafts and the respective driving wheels at the opposite ends of the truck; a motor driven shaft, and difierent sets of gearing between the m0- tor driven shaft and the respectivesquaring shafts whereby difi'erent speeds of rotation are imparted to the said shafts; with means for en aging or disengaging one set of gears with t e motor operated shaft, and means for connecting or disconnecting the squaring shafts; one of the means being adapted to be engaged when the other is disengaged and vice versa.

10. in an overhead traveling crane the combination of a truck frame; carrying and driving wheels at opposite ends of the truck frame; a pair of oppositely extending squaring shafts mounted on the truck frame and extending toward opposite ends of the truck; gearing between the squaring shafts and the driving truck wheels; a driven shaft; and difl'erent sets of gearing between the driven shaft and the respective squaring shafts whereby said squaring shafts are operated at difierent relative speeds; with a clutch on the driven shaft interposed between the different sets of gears for engaging or disengaging one set with the driven shaft, and a clutch for connecting the squaring shafts; one of the clutches being adapted to be engaged when the other is disengaged and vice versa.

11. In an overhead traveling crane adapted to be operated on a curved runway; the combination of a truck frame; carrying and driving wheels at opposite ends ofthe truck frame; a pair of squaring shafts mounted on "the truck frame and extending to opposite ends of the truck; gearing between the squaring shafts and the driving truck wheels, a driven shaft, and different sets of gearing between the driven shaft and the respective squaring shafts whereb said squaring shafts are operated at di' erent relative speeds; with a clutch for engaging or disengaging one set of gears with the motor driven shaft; and a clutch for connecting the squaring shafts; one of the clutches being adapted to be engaged when the other is disengaged and vice versa.

12. .In an overhead traveling crane adapted to be operated on a curved runway, the combination of a truck frame, carrying and driving wheels at opposite ends of the truck frame, a pair of axially alined squaring shafts mounted on the truck frame and extending at opposite ends of the truck, gearing between the squaring shafts and the driving truck wheels, a motor, a driven shaft actuated by the motor, and different sets of gearing between the motor driven shaft and the respective squaring shafts,

whereby said squaring shafts are operated at difierent relative speeds; with a clutch interposed between the sets of gears for engaging and disengaging one set with the motor driven shaft; and a clutch for connecting the squaring shafts, one of the clutches being adapted to be engaged when the other is disengaged and vice versa.

1 testimony that I claim the foregoing as my own, I affix my signature.

RAPHAEL W. VALLS. 

